Old English vs New English

When I first posted about buying my vintage Raleigh Lady's Tourist, a reader commented that it looks like "the Pashley's grandma" and I replied that they were indeed pretty similar. But after riding the vintage Raleigh around on a daily basis for the past week, I no longer think so. Sure, the overt similarities are there: the loop frame, the upright sitting position, the enclosed chaincase and the general aura of lady-like stateliness. But the ride quality is so very different, that I was compelled to conduct a more thorough comparison.

Those of you who "know bikes" can probably see straightaway that there are significant differences in proportions and angles. The vintage Raleigh's seat tube is considerably more slack (leaned back) than the Pashley's. In the photo above, this difference is undermined by the fact that I've shoved the Pashley's saddle all the way back on the rails in attempts to replicate the other bike's geometry. But if you try to block out the saddle and just look at the seat tubes, you can see it. The other major difference, is that the vintage Raleigh is "all weels", with a relatively short headtube. The Pashley has much smaller wheels and a tall headtube.

Here is a close-up of the wheels and head-tubes, with my body in between for a sense of scale. If you think there is not much difference between 26" wheels and 28" wheels, look again! The vintage Raleigh's wheels are monstrous compared to the Pashley's. Traditionally, both men's and ladies' English Roadsters, as well as Dutch bikes, were built with 28" wheels. However, lately a number of bicycle manufacturers - including Pashley, Velorbis and Retrovelo - have been fitting the ladies' models with 26" wheels, believing this to be a better proportioned choice. I am not sure whether I agree with them. What do you think?

Additionally, there is more space between the saddle and the handlebars on the vintage Raleigh than on the Pashley. The difference is not quite as drastic as the angle of this photo makes it seem, but it is there.

The stem and handlebars are not part of the frame itself, but differences between them should still be noted. The Pashley's stem is taller and has an additional upward-sloping extension (like the Nitto Dirt-drop/ Periscopa stem), to make the handlebars higher. The vintage Raleigh has a classic stem with a horizontal (flat) extension, which positions the handlebars slightly lower. The handlebars themselves are different as well: On the Pashley, the gripping areas are flared outward more than on the vintage Raleigh.

As you may have noticed in the undertones of the past several posts, I prefer the vintage Raleigh's geometry to the modern Pashley's. Of course the Pashley has superior gearing and brakes, but the vintage Raleigh puts me in a more comfortable sitting position, and is faster and lighter than the Pashley. Yes, the 40-year-old clunker is faster and lighter - isn't that just bizarre? I can easily ride it for 30+ miles without being out of breath, whereas on the Pashley I often feel tired after much shorter trips. I am not certain which aspect of their anatomical differences accounts for this. It cannot be due to the 28" wheels alone: Batavus and Gazelle have 28" wheels and I find them to be slower and less comfortable than my Pashley.

In an attempt to make my Pashley more anatomically similar to the Raleigh DL1, I have made some changes: The saddle has been raised and pushed back on the rails as far as it would go, and the handlebars have been tilted downward. I did not take a "before" shot, but on this photo from a few months ago you can see the difference.

The Pashley does feel more comfortable this way, and my leg is almost entirely extended on the pedal now while still enabling me to touch the ground with the tip of my toe if need be. However, the Pashley is still as difficult to accelerate as it was prior to the changes. Hmm. If I had a magic framebuilding wand, I would build a bicycle that would replicate exactly - and I mean exactly! - the frame geometry of the Raleigh DL-1, while adding modern brakes and gearing. As far as I am concerned, the perfect bicycle already exists; someone just needs to start making it again.

Unexpected Sightings

Yesterday was one of the warmest days of September, and we decided to give swimming a try. I've mentioned that there have beenshark sightings on the Cape over Labor Day Weekend. That was more than two weeks ago, but still we chose a beach that was not one of the beaches where the shark sightings were reported. We went to the large and popular Marconi Beach, a beautiful ride from the place we are staying. Well, it looks like we have sightings of our own to report.



Here is a lovely seal, whom we saw once again very close to the shore (different beach than last time). This time I captured him on camera. There were surfers and swimmers in the water very close to the seal, reaching out to him and cooing.



And shortly thereafter, we saw this:



Definitely not a seal.



Yes, it's what you think it is. I have many photos, albeit from a 30-ft distance. The beachgoers began shouting "Fin! It's a fin!" ...and hurrying to grab their cameras. It circled around for a while, while the local children continued to wade in the shallow water. We didn't much feel like swimming after that, but this is the first time I saw a shark this close, so it was a pretty exciting trip to the beach nonetheless.



So... If you are planning a late-season visit to Cape Cod this fall, it is probably not a good idea to swim at any of the beaches along the National Seashore. Just a heads up...

Refurbishing Vintage Bicycles: Different Perspectives

[Manfred Dittler collection, image via waffenrad.at]

It has been so nice to see more and more people revamping vintage bicycles over the past several years, riding them, and sharing pictures with others. Seeing vintage bikes actively ridden and lovingly cared for feels as if history is "interacting" with our contemporary lives - reestablishing a sense of continuity that has been ruptured in many ways over the past several decades. But as the use of vintage bicycles grows more popular, it is worth noting that not everybody holds the same views on refurbishing them. For me, discovering these differences has been educational, and I will try to describe some of the approaches I have come across:



[Panther Damenrad, image via waffenrad.at]

The Full Restoration Approach

To "restore" a bicycle typically implies bringing it back to its former glory inasmuch as possible. If the bicycle is not in great cosmetic shape, then this may include re-painting the frame in a colour painstakingly matched to the original, finding new-old-stock original decals or replicas, and taking the trouble to locate well-preserved versions of the components and accessories, if the original ones cannot be cleaned up sufficiently well. The end goal is for the bicycle to resemble as closely as possible what it looked like when it was sold as new - be it the 1970s or the 1910s.



[Manufrance Hirondelle, image via collectvelo]

The All-Original Approach

In direct opposition to those who restore bicycles, are those who prefer to keep them all-original - meaning in whatever condition the bicycle was found. The reasoning behind this approach, is that a vintage bicycle is a piece of history and should be preserved in its found state. Some who adhere to this method will clean up the components and frame as much as possible - as long as it does not involve repainting or replacing anything on the bike. Others will take things to the extreme and literally leave the bicycle as is - including any dirt or rust that has accumulated on it. Somewill perform repairs, as long as the components remain original; while others believe that if the bicycle is not ridable without repairs, then that is how it should stay.



[somervillain's Shogun touring bike, image via lovely bicycle]

The Period-Appropriate Approach

This approach is somewhat similar to restoration, but is considerably more relaxed and is done with the intent for the bicycle to be ridden, not collected or exhibited. Those who prefer this method, typically clean up and refurbish the bicycle in a way that keeps its appearance period-appropriate without going so far as to replicate the original components, accessories and colour scheme. For example, the bicycle above has been repainted a soft blue - a traditional colour choice for vintage touring bikes, but not the original frame colour. The components selected are also traditional for the time period the owner wanted to evoke, but they are not the components that originally came with this bike. The period-appropriate approach is popular among those who want the bicycle to suit their tastes and riding style, while still paying homage to the era from which it came.



[Motobecane Super Mirage, imagevialovely bicycle]

The Updated Remix Approach

Some cyclists prefer to fit vintage frames with modern components - either in part or entirely. The reasoning behind this, is that while they may prefer the looks, ride quality, craftsmanship and other aspects of the older frames, newer components tend to be more comfortable and more convenient. This can include anything from using a modern style of handlebars, brake levers and cranks, to fitting the bicycle with clipless pedals and new high-tech lights. While the newer components are not even remotely original or period-correct, some owners will attempt to make the overall look of the bicycle harmonious. To others this does not matter so much, and they regard the vintage and modern mix as purely utilitarian. If I had to classify the current fixed gear modification trend (whereby parts of the frame are filed off and the bike is fitted with super-modern wheels and colourful components), it would go in this category as well. The degree of consideration that is given to the original frame is up to the owner.



[Jeunet porteur, image viasomervillain]

Over the past two years, I have spoken with vintage bicycle owners whose approaches run the full spectrum of these categories, and have at times been amazed by how strong views on this topic can be. Restorers are criticised for recklessly altering pieces of history. Those who keep vintage bikes original are criticised for not giving the bicycle a chance to "live again". Those who take the trouble to set up their bicycle in a period-appropriate manner are perceived as obsessive "retrogrouches." And those who put modern components on vintage frames are accused of butchering or "not caring enough" about vintage bikes. Personally, I can see the benefit in all methods, and I think that quite a lot depends on the bicycle itself - how rare and historically significant it is.The Co-Habitant and I have used the "updated remix" approach at least to some extent on most of our vintage bikes - but none so far have been historically valuable. What is your take on this, and what approaches have you used on your own bikes?

Hodgepodge

All photos taken on September 10, .. - - Southwest Montana

Gunclub day II

We awoke to more snow and terrible roads, so we opted to head to the Gunclub again to do some different lines, since we got so drenched on NRA yesterday. We decided to start on Caveshot WI 4+. It was running just like NRA. We climbed it and got soaked just like NRA. The ice was a little more consolidated and the line climbed much better than NRA. After bringing Laura up to me on the belay ledge, everything was frozen solid and we opted to rap down and head out. On the way down I shot some cool shots of a near iceless Internet Connection WI5+ M6/7. (It climbs the overhanging wall with the blobs on it to the right of the rope). We had a blast even though it was 15° and running like crazy. Can't wait to get out on Sun day.

Rusted Truck

Near the log cabin area at the edge of the meadow we found the remains of an old truck, probably an old Model T. Near it was one of it's tires. When we first went into the canyon many years ago there were several old trucks and wagons and many have been taken out by either the forest service or visitors to the area.

Blue on Blue

We have been waiting for Spring for so long, and looks like we finally got it. Sudden and intense, it is here!

On April 1st we dusted off the Motobecanes for the first time since late November, and since then I have been riding Marianne all over town and beyond. She just seems like the perfect spring bike - maybe it's the colour and the speed?

Oh yes, and the cherry blossoms on the handlebars.

Marianne is so happy to roam amidst the flowers. She has been asking me in a quivering voice to remember these good times and not to get rid of her despite having other mixtes. Indeed, how can I get rid of her when she matches the blue flowers so nicely!

Tin Tray

This was a tin tray that belonged to my mom before she met my dad. It has tulips in the design and the handle had other flowers on it. It says it is made by Rodney Kent. Apparently he made a lot of beaten tin items back in the 1920' and 30's. I also have a round plate by him with no design. I found lots of his work on the internet.

MSC Truck: a Very Rideable Cargo Bike

Finally, a cargo bike I can comfortably ride. A proper, enormous, heavy cargo bike. In the past I've described finding this genre of bicycles challenging to handle, and some of you have suggested that I might find a longtail easier than a front-load system. You were right! But this is not your typical longtail.



The idea of the MSC Truck is similar to that of a box bike or "long john," except that the loading platform is in the rear. Designed by my friend Wolfgang Hoefler for his delivery companyHeavy Pedals (in Vienna, Austria), the bike is manufactured by the Viennese Maderna Cycle Systems.

The mixte-esque frames are made of oversized steel tubing and is manufactured in Europe (Austria and Poland, as far as I understand).

The bike pictured with the aluminum box is Wolfgang's personal version with various customisations, and above is what the production version looks like with the platform empty. The wheelbase is 200cm and the total length is 265cm. The weight as pictured is 28kg (62lb). The wheels are 26". The rear rack is integrated with the frame, and the rack's tubing will fit many pannier systems including Ortlieb. The bike comes standard with a suspension fork, disk brakes, heavy duty kickstand, plastic fenders, padded vinyl saddle, and straight handlebars. There are several different gearing options, including derailleur and internally geared hub. Dynamo lighting is available as an option as well.

The loading platform is 60cm x 60cm.



The platform can house a variety of containers. Heavy Pedals prefer to use the customisable Alu-boxes. But it can also be fitted with a more traditional cargo box, or child seats. Personally I would love an option where slatted sides could be added to the platform so that it becomes a container in of itself.



There are provisions for bungee cord attachments.



The front of the bike has a dock to which you could also attach a front rack. Overall the Truck is rated to transport 150kg (331lb) of weight, not counting the cyclist.



The height of the rack coincides with the height of a typical crate, making it possible to turn the rear into a larger platform still for oversized objects.



When parked, the bike is very sturdy on its double-legged kickstand; there is no wobble.

Very sturdy indeed! As I discovered when handling the Truck, there is no need to lift it either to engage or pull up the kickstand - it works via tapping it with your foot and then rolling the bike either forward or back. Even a person of very slight stature can handle it.

I was reluctant to try riding the Truck, because I did not want to overturn Wolfgang's cargo and chip his paint by crashing it. But he knows my riding style (having taught me to ride a brakeless track bike safely last summer), and assured me I'd be able to ride it. It would feel just like a regular bike, he promised. And there is no dramatic story coming, because it did.Balancing it felt the same as with a regular bike - no twitchiness when starting and braking as I had experienced with front-load bikes. It wasn't especially difficult to maneuver around the very cramped space you see me riding in. I could sense that I had a long tail, but it was intuitive what to do about it. I can't really explain it any better, other than to describe the handling as unremarkable - which, when it comes to cargo bikes, is a compliment. Though I did not ride it through the city, I would feel comfortable trying. According to Wolfgang, the handling is not any different when the platform is empty vs heavily loaded; the only difference is that it's more difficult to go uphill with the extra weight. Typical speed of a moderately loaded Truck is 20 km/h (12.5mph), though it is capable of going over 30 km/h (18.6mph) if the rider prefers to travel faster. The speed depends on the gearing you chose as well.

In addition to the fine handling, the Truck was easy to mount and dismount in a skirt thanks to the unisex frame. The adjustable saddle height (via quick-release) was convenient as well. The bike remained stable when I was walking it. A good design all around, it seems to me. It is not as "cute" as a traditional cargo bike and I am not a fan of the colour, but I have no complaints regarding its functionality. In fact, I am wondering what the benefit of a front-loading cargo bike is, if the same weight can be transported via a longtail system without impacting handling - particularly since stuff can be piled higher in the rear, where it will not block the cyclist's field of vision. This is not so much a criticism of front-load bikes, as a genuine question: What accounts for the fact that traditional makers have favoured the front-load system?

Heavy Pedals is a delivery service and cargo bike shop in one, and they stock all sorts of delivery cycles from different manufacturers - including long johns, bakfietsen and cargo trikes. But the MSC Truck is the one I'd be most comfortable riding on the streets at this stage, given my brief experience with the other styles. Local pricing for the Truck starts at €1999- and there is not currently a North American distributor.

Uffintgon circular - Greatford, Barholm, Casewick Park

With Marta. Same walk as one on july 25 . Flat terrain. Overcast day, but dry - good underfoot - paths clear. About 10 miles - .25 ish switch-off after Greatford pub.




The same walk as I did on July 25 . This time we found our way to Greatford Church, but we still couldn't locate 'Meg's Well'. The photos show very grey skies.





Near Uffington church stand three redwoods.



Marta saw two hares when she looked through the huge gates of Uffington Manor on the main road.We turn right before the houses after West Hall Farm.



We believe this is the site of the mill mound marked on the OS map.



Our path takes us over farmland, always clearly marked and following track or field edge. We come out behind Cobbs Nook Farm, and join the Macmillan Way, along a wooded bridleway. We join the road turning left and then right to where we cross the East Coast Mainline at a level crossing. A short half mile takes us to our left turn into Shillingsthorpe Park.



The cows and calves are gathered round the food here.



We cross the river West Glen, and make our way to along the farm road to the woodland, before turning right over fields. These are no problem this time, as they have been harvested and waymarking is good. We follow the path behind the very private Greatford Hall into the village. A local resident of 25 year's standing tells us how to access the church - there's a small white gate near the bridge over the small river.



In the church is a memorial to Francis Willis, who is reputed to have cured George III of his madness in 1789. Dr Willis owned Greatford Hall, and ran an asylum there. The church also boasts a Roman coffin, and many interesting plaques and dedications.



As we come from the church towards the road we pass the entrance to Greatford Hall. It was destroyed by fire in 1922, but rebuilt.



The inn sign for the local pub, where we had an excellent baguette lunch, with friendly service.




A large stone cross near Bridge cottages


The crown commemorates the coronation of George VI. There is more info and more photos (not mine) here.



We cross the fields south towards Barholm. On the way we spot an ambitious mobile phone mast trying to look like a tree. We cross a bridge over Greatford Cut, which joins the West Glen River to the Welland and forms a flood defence system for Greatford.



Barholm Church. Click on the link for further information.

From Barholm we take the road past the Five Horseshoes pub and the Old Hall. We turn left and make our way over several fields to the railway again. No level crossing here, but a warning about trains travelling at 100 mph. The track is straight and the view is good. On the other side we walk over two or three fields before reaching Casewick Park, with its lovely buildings, high hedges and fine gates.







I need to identify this tree.





A look back at Casewick Hall as we leave the park, and take the road leading to Uffington.



Apart from the hares, we saw a few swallows swooping after the insects, and a lot of small speckled wood (?) butterflies.